Internal-combustion engine.



J. WILLOUGHBY. INTERNAL GOMBUSTION ENGINE. PPLIATION FIIED JNE 9, 1911. 1,079,622, Patented Nov. 25, 1913.

Inventar Tg5 Af @4M/MO.

PVitnesses be simple,

BOF

UNITED ,sTATEs PATENT OFFICE;

JOHN WILLOUGHBY, OF NEW YORK, N. Y., ASSIGNOR OF ONE-HALF TO GEORGE W. BAYLEY, 0F BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Y' i Patented N ov. 25. 1913.

Application filed June 9, 1911. Serial No. 632,153. i

To all whom, it may concern.'

Be it known that I, JOHN WILLoUGHY, a citizen of the United States, and a residentof the borough ofl Brooklyn, county of Kings, city and' State of New York, have invented a certain new and useful Improve mentin Internal-Combustion Engines, of which the following is a specification.

The object I have in view is the production of an'internal combustion engine of the two-cycle type, which will have superior efiiciency than heretofore made, which will well balanced and easily accessible. These and further objects will appear from the following specification and accompanying drawings, considered together or separately. Y

Certain features of my invention are applicable to an engine having two cylinders or a multiple of two cylinders. Other features are applicable to 'an engine with a single cylinder, or an odd number of cylinders.

In the drawings, Figure 1 is a plan view of an apparatus embodying my invention, the lan being partly in section taken on -the' line 1-1 of Fig. 2. Fig. 2 is a side ele# vation of the same partly in section, the. section being taken on the line 2 2 of Fig. 1. ig. 3 is a section on the line 3--3 of Fig. 2; and Fig. 4 is a sectional view. of a detail. Fig. 5 is a similar view of a modification.

In all of the views, like parts are designated by the same reference characters.

The particular embodiment chosen for illustration is a two cylinder engine. It will be understood that the principles disclosed in this apparatus may beapplied in an engine of a different number of cylinders.

Referring to the drawings, the cylinders 1, 2 are shown as being vertical, although their position is not essential, and each contains a piston which is connected toA the usual crank shaft. The cylinders have the usual heads and water jackets, as shown. The cylinders are alike and each comprises a combustion chamber 3, and a compression chamber 4, the compression chamber 4 being of larger diameter than the combustion chamber. In the conibustion chamber is located a working piston '5, and in the compression chamber is a compressing pist0n (l, the two being preferably combined in one structure, as shown. The usual connecting rodl 7, shaft 8 and cranks 9 are provided,

the` cranks being 1 80O apart. 1t' is apparent that while the pistons in one cylinder go up, those in the other go down, and when those in one reach the extreme of their up per stroke those in the other reach the extreme of their bottom stroke.

The valve gear and port arrangement are as follows (those parts in connection with the right-hand-engine being designated by the exponent a j`\ i Orn the sides of the cylinders is the valve casing 10, preferably a casting, which is preferably made Aof aluminum`\\ in this valve casing are piston valves 11; 11a connected together by a valve rod 12, one end of which is actuated by a cam appropriately rotated by suitable mechanism so as to turn in time with the shaft 9. This cam 13 moves the valve rod from' right to' left, and with itthe two piston valves 11, 11a in sequence. The portions of the valve casing which come in contact with the valve may be provided with cast iron liners 32, as shown, and the ends of the casings may be inclosed with covers 33, as shown.

Intermediate the two valves 11 and 11a is a passage 14 from the carburetor` (not shown). ',lhis passage communicates with the valve chest 15, which in turn communieates at each end through the ports 16, 16` to the compression chambers 4 and 4, Ports 17, .17 serve as a means of communication from the compression chambers to the valve with the valve` chest by means of ports 19, 19, Ports 20, 20 connect the cross passages to the combustion chambers.` At rthe upper `corner of each of .the working pistons'is a port 22, which is adapted to register with the port 20 or 20a` when lthe piston is at thev bottom of its stroke. The usual`.defiector 23 is provided adjacent to the'port'- 22. 31 is the exhaust port. I

The operation is as follows. down stroke of the right-hand air o pischest'. .Cross passages 18, 18n communicate During the.V

tons, as shown, carbureted air will be drawn' f through the port 14 into the valve chest 15, thence through the port 16 into the compression chamber 4, the valve 11 vbeing inV such a position that the port 16a is un covered. Ou the upstroke of the left-hand pair of pistons port 16 is covered and ports 17 and 19 are uncovered. The explosive mixture will be con'lpressed in the chamber 4, passedA through the ports 17 and 19 and will immediately 'i pass into throu h thecrosjs-pa'ssage -18 into the port 2O an will be compressed in t-hese places. As soon as the working piston A5 in the right-l hand cylinder is at the end of its stroke, the port 22 on the piston will register with the valvecasing port 20 and the charge pression cylinder on the opposite side will expand through port 20 ',intothe combustion 'chamber,' scavenging the' latter, and

driving out theZ products. of combustion from the .previous explosion through the exhaust port. t It will be seenthatas the lcompressin piston 6 of,"say, the right-hand cylinder, 1s ascending, the working piston 5 of the left-v hand cylinder will be descending; conse-i quently, wheny the working piston has rea'Ched-thebOttOm of its stroke and has registered the. port 22.with the ort 20, 'the compressing 4piston of the rig ,t-.hand Vcylinder will be at the uppermost part of itsA stroke, having` colfnpres'se,elA the r explosive mixture, and this1n`1xtur`,'` under pressure, the .combustion chamber, and the same results will,\of course, occur 'on the 'down-stroke the miXture-pass-- ing tothe other side o f the engine.

' As it isapparent that when the Worln'ng piston on one side of the engine is descend' ing, subjected to apre'ssure on its upper face,

the compression piston on that. `side isacting as -a suctionpisten, .drawing .the mixture into the compressmgl cylinder. Thegreat diierence vinpressure between thev two sides of the-working piston within a particular'; cylinder' would ordinarily result fin. leakage. This -I prevent by means. of the packing rings 27 and 28.'l s. these ringsy mustbe compression rings, vin order to be effective, it is necessaayv in order to get .them in place,

` to utilizethe bulll ring 26 and lower plate 29.

This bull ring, having annular grooves for the reception of the packing rings 27 and 28, is introduced into.plac`e, and the lower plate 29, whichr is annular in shape, is then intro- .dud' in, place and holds the lower ring 28 andalso the bull ring in place. This lower.

plate is held in positlonby ,means of screws 30. The lower plate extends downward a .suiiicient'distance to'contact with the rings` 25 onv the working piston, when the-latter Vis at the lowest part of its stroke, and there-v fore hold them in place, and the compressing piston is in the form of an annular skirt which extends upward around this lower plate when the piston is at the upperlbetween the valves,

most'J position, so-that the compressing space chamber and the compression chamber is efectively packed by means of the ordinary lform of expansion piston rings. has been previously compressedin the ,com `f While Ihave shown separate ports 17 and shown in Fig. 5, maybe employed, the ends being alternately covered and uncovered by .the piston valve. j j

l The improved packing device can be employed in situations where the cross-over vfeature is not employed, as for instance, in

engines where'v each cylinder is an entirety and the air or charge 1s compressed and -red -inth'e combustion and compressing chambers located in the same cylinder.

The improved packing device, herein disclosed is not claimed 'in this application for patent, but forms the subject-matter of an application tiled by me on `January 4, 1-912, Serial No. 669,306.

InaccordanceI with the provisions of the patent statutes, I have described the principle of my invention, together with the apparatuswhich I now consider to repre- .sent the best embodiment thereof; but I desire to have it understood that the apparatus shown is merely illustrative and that the invention can be carried out in other Ways Having now 'described my invention, what I claim as mew' and desire to secure by Letters. Patent, is:-

An internal combustion engine of the twocycle type, having cylinders arranged in pairs, each embracing a compressing cham- Iber and a combustion chamber, with pistons in-each cylinder working in synchronism, a

valve 'casing connected to the two cylinders of each palr, each compressing chamber baving' a A-p'ort communicating through a en. over passage with the combustio;` ohamty r of the opposite cylinder, said fpor s being `controlled "by pistonv valves sli ing within the valve casing, two piston valves sliding within the valve casinga rigid connection and means for sliding the valves as a` unit.

vThis' specification signed and witnessed this seventh da'y of June, 1911.

JOHN WILLOUGHBY. 

